ARTBA Washington Newsline

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NewslineWashington

Transportation Bill Moves to Conference

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Senate Panel Maintains FY2013Transportation Levels

“Top Newsmaker of 2012” Featured at TransOvation

A D V E R T I S E M E N T

TransOvation 2012: Register by May 25 for chance to win the new iPad.

The U.S. House of Representatives April 18 approved 293 to 127 H.R. 4348, the “Surface Transportation Act of 2012, Part II,” that would extend the current authorization (including investment levels) for the highway and public transportation programs from July 1 through September 30. The measure also includes an authorization of the Keystone XL oil pipeline project. Successful amendments to the legislation include: environmental review and approval process reforms; a

proposal that would prohibit the U.S. Environmental Protection Agency from classifying coal ash as a hazardous substance; and a provision that would ensure annual spending on port and waterway improvements would equal that year’s Harbor Maintenance Trust Fund Receipts. ARTBA and the ARTBA co-chaired Transportation Construction Coalition urged all House members to support H.R. 4348. Read the ARTBA letter.

Now that both the House and Senate have each passed some form of transportation

legislation (the Senate March 14 passed S. 1813, the “Moving Ahead for Progress in the 21st Century Act”), the two bodies are positioned to begin negotiations to reconcile the measures. House Transportation and Infrastructure Committee Chairman John Mica (R-Fla.) and the committee’s ranking Democrat Nick Rahall (D-W.Va.) jointly pledged on the House floor to write House Speaker John Boehner (R-Ohio) requesting he immediately appoint conferees to the negotiations. Similarly, Senate

HNTB’s Ted Zoli, one of America’s leading bridge engineers, is returning as workshop leader for ARTBA’s 2012 TransOvation, scheduled for July 25-27 at the Lansdowne Resort & Conference Center. He’ll also be bringing with him some very well-deserved professional recognition.

Zoli was named the 2012 “Award of Excellence” winner by “Engineering News Record” (ENR) at an April 12 black tie gala in New York City. As

The Senate Appropriations Committee April 19 approved legislation that would maintain federal highway investment in FY 2013 at $39.1 billion (the same level as FY 2012). The measure would also boost federal investment in transit capital programs by $89 million. Senate Transportation Appropriations Subcommittee Chairman Patty Murray (D-Wash.) had previously

Deadline Friday: Transportation Development Hall of Fame Applications

2 ARTBA Washington Newsline

Upcoming EventsVisit our Events Page for more information.

CUTC National Transportation Workforce SummitApril 24-26Washington, DC[Add to Calendar]

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2012

In Case You Missed It: “One for the Country” An April 18 column from Tom Friedman, the Pultizer Prize-winning columnist for the “New York Times,” caught our attention. He argues for New York Mayor Michael Bloomberg to enter the presidential race to shake things up in a way that he says the major political parties can’t do. In part, he uses the condition of the nation’s transportation infrastructure as the basis of his argument. Excerpts are below, or you can read the column in its entirety.

“I had to catch a train in Washington last week. The paved street in the traffic circle around Union Station was in such poor condition that I felt as though I was on a roller coaster. I traveled on the Amtrak Acela, our sorry excuse for a fast train, on which I had so many dropped calls on my cellphone that you’d have thought I was on a

remote desert island, not traveling from Washington to New York City. When I got back to Union Station, the escalator in the parking garage was broken. Maybe you’ve gotten used to all this and have stopped noticing. I haven’t. Our country needs a renewal.

“And that is why I still hope Michael Bloomberg will reconsider running for president as an independent candidate, if only to participate in the presidential debates and give our two-party system the shock it needs...

“This election has to be about those hard choices, smart investments and shared sacrifices — how we set our economy on a clear-cut path of near-term, job-growing improvements in infrastructure and education and on a long-term pathway to serious fiscal, tax and entitlement reform. The next president has to have a mandate to do all of this.

“But, today, neither party is generating that mandate — talking seriously enough about the taxes that will have to be raised or the entitlement spending that will have to be cut to put us on sustainable footing, let alone offering an inspired vision of American renewal that might motivate such sacrifice. That’s why I still believe that the national debate would benefit from the entrance of a substantial independent candidate — like the straight-talking, socially moderate and fiscally conservative Bloomberg — who could challenge, and maybe even improve, both major-party presidential candidates by speaking honestly about what is needed to restore the foundations of America’s global leadership before we implode.”

3ARTBA Washington Newsline

Products & Services

Zoli, Hillman Again Lead Industry Innovation WorkshopContinued from page 1

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Order at www.artbastore.com or contact ARTBA’s Peter Embrey at 202.289.4434.

Help ARTBA Share Your Project’s Innovation Success Stories

As part of an upcoming special issue of “Transportation Builder” (TB) magazine, ARTBA will be putting the spotlight on our industry’s use of in-novation in building all modes of transportation improvement projects. We are asking you to share with us examples of your company’s use of in-novative design and construction techniques, materials, new equipment, state-of-the-art technology or improved safety features. in your explana-tion, which should be 300 words or less, be sure to include the project’s of-ficial name, a short description, its location, cost, completion date, a list of any appropriate partners and your contact information. We’d also request you send a relevant photo (minimum 300 dpi). Selected projects will not only be included in TB, but also featured dur-ing ARTBA’s July 25-27 “TransOvation Workshop,” held at the lansdowne Resort & Conference Center in leesburg, Va.

To help in your writing, view an example of a project overview. please send your write up and photo to TB Editor, Jenny Ragone by May 4.

Thanks for your participation with this project. We look forward to sharing your innovation stories with TB readers!

the magazine’s top newsmaker, he was honored for his “mastery in methods in making bridges safer around the world.” ENR also noted his “consistent ability to optimize and integrate innovation with practicality as well as his tireless dedication to enhancing safety and well-being of society

in multiple aspects.”Zoli led an emergency design of the Lake

Champlain Bridge connecting Vermont and New York that was “constructible yet satisfied residents.” It opened in 2011. He’s also been the top bridge engineer on projects in California, Nebraska, West Virginia, and New York, among others. Read the full ENR cover story on Zoli and his work in helping shape TransOvation into a “must-

see” event for those in the transportation

design and construction industry. John Hillman, the other TransOvation

workshop leader and the ENR “Award of Excellence” winner in 2010, will also be returning for this year’s event.

The “dynamic duo” will lead TransOvation’s general sessions and challenge participants to incorporate innovative thinking into solving real-world transportation challenges.

Learn more about the program at www.transovation.org. Register before May 25 and you will be eligible to win the new iPad.

4 ARTBA Washington Newsline

TRB Newsletter: April 17 Highlighting new research, technologies, industry best practices and information resources available to the transportation design and construction industry.

A service of ARTBA’s multi-modal councils, it features current transportation developments making news across all modes and regions. Contact: Caitrin Reed to become a subscriber.

Fostering Innovation

MultimodalNews

Legislative & Regulatory News

Safety News

ARTBA News

ARTBA & Partners Renew Safety and Health Alliance with FedsARTBA and industry allies April 19 renewed their commitment to working with the federal government to help reduce the number of injuries and deaths

House & Senate Conference

Environment and Public Works Committee Chairman Barbara Boxer (D-Calif.) said “I have spoken to Senate Majority Leader Harry Reid (D-Nev.), and he has committed to appoint Senate conferees as soon as Senate rules allow.”

Reports indicate both chambers will name conferees this week. Each committee with jurisdiction over the transportation bill—five in the House and four in the Senate—typically have representatives in the process. Moving to the final stage of congressional action on a reauthorization bill is a significant milestone, but the process is far from over. As such, it is more important than ever that you remain engaged with your elected officials about the importance of enacting a final surface transportation bill.

in roadway construction zones. The “Work Zone Safety

Alliance” will develop and disseminate educational materials aimed at preventing worker injuries and deaths from construction vehicle runovers and backovers. It will also concentrate on increased outreach to non-English-speaking or limited-English-speaking workers.

“This renewed Alliance with the Roadway Work Zone Safety and Health Partners will help reach workers and employers with critical education and information to reduce preventable injuries and deaths,” said David Michaels, assistant secretary of labor for occupational safety and health, who presided at the signing

ARTBA Urges Passage of Legislation Preventing EPA Wetlands GuidanceARTBA is urging all member of the Senate to support S.2245, the “Preserve the Waters of the U.S. Act.” Introduced by Senators John Barrasso (R-Wyo.), James Inhofe (R-Okla.), Dean Heller (R-Nev.) and Jeff Sessions (R-Ala.), it would prevent the U.S. Environmental Protection Agency from implementing guidance that could extend federal wetlands permitting authority over roadside ditches by expanding the definition of “waters of the United States.” In an April 17 letter to members of the Senate, ARTBA noted that roadside ditches are not, and should not be regulated as, traditional jurisdictional wetlands since they are an essential part of any transportation improvement project and contribute to the public health and safety of the nation by dispersing water from roadways.

ARTBA is actively working on getting similar legislation introduced in the House. The letter can be found on the “regulatory” section of www.artba.org.

Alliance signing ceremony participations (L to R): Scott Schneider (Labor-ers), Brian Deery (AGC), Mike Acott (NAPA), David Michaels (OSHA Assistant Secretary), Bill Toohey (ARTBA) and Tony Kane (AASHTO).

Senate Panel Maintains Transportation Levels

indicated these proposed funding levels could be superseded by enactment of a surface transportation reauthorization bill.

A summary released by the subcommittee indicates the legislation would also provide $500 million for the Transportation Investment Generating Economic Recovery grant program to fund multi-modal infrastructure investments, $3.35 billion for the Airport Improvement Program (equivalent to the FY 2012 enacted level), and $1.75 billion for rail infrastructure investment—$1.45 billion

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of which is for Amtrak. Rail investments would increase by $126 million above the FY 2012 enacted level.

ceremony. ARTBA COO Bill Toohey

represented the association at the event. It marks the third time the alliance has been renewed.

The Occupational Safety & Health Administration and National Institute for Occupational Safety and Health are the federal agencies engaged in the partnership, which includes these private sector groups: ARTBA, NAPA, AGC, AASHTO, and labor organizations – the Laborers’ International Union of North America and the International Union of Operating Engineers. The U.S. Federal Highway Administration participates as an ex-officio member.

5ARTBA Washington Newsline

BOSTON — The River Street Bridge here is normally unremarkable, the kind of structure people drive over every day without a thought. When it fell into disrepair, state officials knew that replacing it would normally involve two years of detours and frustration for local drivers.

Instead, they did it over a weekend. By using “accelerated bridge construction”

techniques, a collection of technologies and methods that can shave months if not years off the process of building and replacing critical infrastructure, Massachusetts is at the forefront of a national effort that is aimed at putting drivers first.

“This will be the new normal,” said Victor M. Mendez, the head of the Federal Highway Administration.

Quick replacement of bridges, however, is anything but intuitive, he said. “If you haven’t seen it, it seems kind of odd that you’ll pick up a bridge and slide it into place,” he said.

As the sun climbed into the sky on Sunday, the new River Street Bridge, 400 tons of steel and concrete, rode on a set of trailers and high supports that adjust to keep the span as level as a tray of drinks balanced on a waiter’s hand.

Jaiden Rivera, 7, watched the operation from the other side of a chain-link fence with his grandfather, Eddie Anderson. Mr. Anderson invited his five grandchildren to sleep over so they could be there to watch a bridge moved and slipped onto its abutments like the world’s biggest Lego block.

“It’s awesome!” Jaiden said. Get a bridge replaced in days, not years, and

“there’s ‘wow,’ ” said Theodore Zoli, national bridge chief engineer for HNTB Corporation, who has received a MacArthur “genius” grant for his innovative work on bridge construction.

Nowhere have the various techniques for speeding bridge work been more enthusiastically embraced than in Massachusetts, which replaced 14 bridges on Interstate 93 last year over 10 weekends. But similar techniques are being used around the country, from Mesquite, Nev., to the Golden Gate Bridge in San Francisco, which is getting 300 feet of new roadway one 25-foot prefabricated section at a time, 78 pieces in all. “We have a bridge that we simply cannot close to traffic,” said Ewa Bauer, chief engineer for the Golden Gate Bridge Highway and Transportation District.

Prefabrication techniques allow Ms. Bauer’s crews to close individual lanes instead of shutting down the bridge. Since February, they

have torn out and installed one length of deck each night, and they have already completed a third of the task, she said.

None of the techniques is quite as eye-popping as “heavy lift” — when a hunk of bridge is simply picked up and put into place.

Time and the elements had not been kind to the steel and concrete of the old River Street Bridge, which stretches over railroad tracks used by freight and commuter trains. The bridge also needed raising — an additional 18 inches would allow double-decker commuter trains to pass underneath.

So the Massachusetts Department of Transportation got to work.

It had upgraded its own inspection and replacement processes after the August 2007 collapse of an Interstate bridge in Minneapolis, said Richard A. Davey, the Massachusetts secretary of transportation. It put its focus on rapid replacement, which tends to cost the same as slower approaches, if not less.

“The highway department didn’t use to see the drivers as customers,” said Frank DePaola, administrator of the highway division for the department. “For a while there, the highway department was so focused on construction and road projects, it’s almost as if the contractors became their customers.”

One local resident who is happy about the quick work is Gov. Deval Patrick. “It’s their money, after all,” he said. “And it’s their broken bridge.”

At River Street, workers started on the project last year, and began building the new superstructure on an adjacent lot in recent months. On Friday, the department shut down the rail line, leveled the track area with gravel and covered the tracks with sheets of plywood and steel to accommodate the trailers. On Friday night, heavy machinery tore out the old bridge, and on Saturday workers installed precast concrete caps on the old bridge abutments, shaped to accept the new, higher superstructure.

The trailers are known as self-propelled modular transporters, but the workers here call them by the name of the company that makes them: Goldhofer. Gravel made a popping noise as it shifted under the tires, and the sweetish smell of diesel fumes filled the air.

Ed Stuczko stood in front of the trailers, operating them with a big yellow controller and using a team of spotters to help make sure that everything was lining up correctly. The controller was strapped to him with a harness, and had joysticks, buttons and readouts. He

played it like a virtuoso. “My son says, ‘I got Xbox,’ ” he says. “I got Goldhofer.”

He stopped every few feet, checked, communicated with the team. Fiddled with the controls. More motion. It was a gradual thing.

The level and alignment do not require the kind of fancy laser plumb bobs and rangefinders that fill engineering catalogs. Mr. Stuczko, who also helped repair the Lake Pontchartrain bridge after Hurricane Katrina, pointed at the underside of one of the massive girders holding the bridge, where one of several magnetized bubble levels had been slapped up. Old technology and good eyes keep things straight and true.

“The bubble is perfect for us,” he said. As the trailers conveyed the span over

the substructure, riggers were watching the progress, calling out alignment into the walkie-talkies. “You want to come over one inch,” said Brendan Marino, and the bridge shifted, almost imperceptibly to the right.

No one was looking at it more closely than Luigi Gioioso, one of five brothers whose family founded the P. Gioioso & Sons construction company 50 years ago. The company is the prime contractor on the job. He is 78 and walks with a cane; he was the only person on the site not wearing a hard hat, and no one told him to put one on.

He eyeballed the advancing bridge and said to his nephew, “It’s not going to fit.”

He had noticed that the girders supporting the superstructure were sticking out too far and would bump a utility bridge built to channel the water, gas and fiber-optic lines.

It was not a disaster, just a delay. The workaround took another hour or so, but was easily accomplished: the bridge was laid gently on the abutments about two feet from its final position, and then the supporting girders lowered, moved back and raised again for the final bridge heave, the lip of the superstructure sliding down over the outside edge of the abutment like a lid fitting onto a box.

By 2:05 Sunday afternoon, everything was in place — and by the next night, traffic had begun to cross the new span.

A reporter asked how the new bridge would be secured to the old substructure.

“It’s 400 tons,” said Walter Heller, a district highway director from Massachusetts Department of Transportation, one of the officials who came to watch the show. “Nobody’s going to pick it up and take it home.”

Did Someone Order an Instant Bridge?This April 17 article by John Schwartz does an excellent job of highlighting industry innovation on a Boston bridge project.

6 ARTBA Washington Newsline

Nothing shows off the worst of Congress like a highway bill. And this year’s scramble for cash is worse than ever because the 18.4 cent a gallon gasoline tax will raise $70 billion less than the $263 billion Congress wants to spend over the next five years. Let the mayhem ensue.

The Senate has passed a two-year $109 billion bill sponsored by Barbara Boxer of California that bails out the highway trust fund with general revenues, including some $12 billion for such nonessentials as the National Endowment for the Oceans and the Land and Water Conservation Fund. The bill requires little or no reform. The prevailing Senate view is the more concrete that gets poured, the more jobs back home. So more “shovel-ready” non-stimulus.

House Republicans oppose the Senate version amid a $1.3 trillion deficit and have their own bill to give states more flexibility—though still not enough—on how to spend transportation dollars. Congress had to pass a temporary 90-day extension of highway funding through June 30 because the two sides can’t agree.

What’s missing is any new thinking. Clear evidence of inefficient transportation spending comes from a new Treasury study estimating that traffic gridlock costs motorists more than $100 billion a year in delays and wasted gas. In cities like Los Angeles, commuters waste the equivalent of two extra weeks every year in traffic jams. This congestion could be alleviated by building more highway lanes where they are most needed and using market-based pricing—such as tolls—for using roads during peak travel times.

That makes too much sense for Washington. In a typical year only about 65 cents of every gas tax dollar is spent on roads and highways. The rest is intercepted by the public transit lobby and Congressional earmarkers. Then there are the union wages that pad the cost of

Why Your Highway Has PotholesAmericans don’t want to live in Ray LaHood’s car-free utopia.

all federal projects. The New York Times reported in 2010 that 8,074 Metropolitan Transportation Authority employees made $100,000 or more in 2009 even as the system loses money.

Transit is the biggest drain. Only in New York, San Francisco and Washington, D.C. does public transit account for more than 5% of commuter trips. Even with a recent 2.3% gain in bus and rail use due to high gas prices, public transit still accounts for a mere 2% of all inner-city trips and closer to 1% outside of New York.

Since 1982 government mass-transit subsidies have totaled $750 billion (in today’s dollars), yet the share of travelers using transit has fallen by nearly one-third, according to Heritage Foundation transportation expert Wendell Cox. Federal data indicate that in 2010 in most major cities more people walked to work or telecommuted than used public transit.

Brookings Institution economist Cliff Winston finds that “the cost of building rail systems is notorious for exceeding expectations, while ridership levels tend to be much lower than anticipated.” He calculates that the only major U.S. rail system in which the benefits outweigh the government subsidies is San Francisco’s BART, and no others are close to break-even.

One reason roads are shortchanged is that liberals believe too many Americans drive cars. Transportation Secretary Ray LaHood has been pushing a strange “livability” agenda, which he defines as “being able to take your kids to school, go to work, see a doctor, drop by the grocery or post office, go out to dinner and a movie, and play with your kids in a park, all without having to get in your car.” This is the mind of the central planner at work, imagining that Americans all want to live in his little utopia.

The current scheme also creates giant inequities. Politically powerful cities get

a big chunk of the money, while many Western and Southern states get less back than they pay in. But why should people in Akron, Ohio or Casper, Wyoming have to pay gas taxes to finance the New York subway or light rail in Denver? One reason there is so much overspending on inefficient urban transit is that federal matching dollars require residents in other states to foot up to half the bill.

The best solution would be to return all the gas tax money to the states, roughly in proportion to the money each pays in. This would allow states and localities to determine which roads and transit projects they really need—and are willing to pay for. California could decide for itself if it wants more roads, whether it can afford high-speed rail, and whether it wants to use congestion-pricing on crowded roads. The House Transportation Committee has found that getting a permit for a new road costs twice as much, and takes three times as long, when federal money is included than when financed with private or local dollars.

Less federal control would also allow states to lure billions of dollars of private financing for new roads, which experts like Mr. Winston believe is the next big thing in transportation financing but is now generally prohibited. One of the worst features of Ms. Boxer’s Senate bill is that she would exacerbate the funding shortage by adding new penalties if states leverage private dollars to build new toll roads and bridges.

The Senate’s highway-fund bailout will only perpetuate the spending misallocation that has contributed to traffic nightmares. It will also run up the deficit. If Congress really wants to enhance the livability of cities and suburbs, it will pass a highway bill that builds more roads.

The “WSJ” published another anti-transportation editorial (text below) on April 16. ARTBA’s response, penned by SVP of Government Relations Dave Bauer and a letter from U.S. Secretary of Transportation Ray LaHood, were published on Friday, April 19. Their letters can be found on the adjacent page.

7ARTBA Washington Newsline

Roads and Their Maintenance in Our Federal RepublicYour editorial “Why Your Highway Has Potholes” (April 16) misses the obvious answer: the lack of a long-term, bipartisan transportation bill. We improved more than 41,000 miles of road and over 2,700 bridges through the president’s Recovery Act alone, but new bridges and highways aren’t enough to address today’s transportation needs. Our cities and states need the certainty that comes with a long-term transportation bill so they can take on the big projects that will significantly reduce congestion. The Senate has passed a bipartisan bill, but Republicans in the House of Representatives continue to play politics rather than moving forward with a bill that will create jobs and improve transportation.

Transit systems play a crucial role in that effort. By criticizing transit, the Journal ignores both the widespread support transit enjoys nationwide as well as record growth in ridership. New systems in Charlotte, Minneapolis and Phoenix have all seen ridership outpace all initial estimates. By supporting transit, we are providing local communities with what they want, as more and more communities add transit to give their citizens options for avoiding congestion and reducing fuel costs. Attacking the transit systems that so many Americans rely on isn’t the answer; setting aside politics and passing a transportation bill is.

Ray LaHoodSecretary of TransportationWashington

An amendment to the Senate surface-transportation bill which would have provided states the opportunity to have federal trust-fund money passed on to them failed by a more than 2 to 1 margin. Such a concept undercuts the distinction between the U.S. Interstate Highway System and a state’s highway system. The editorial incorrectly implies the federal government dictates how transportation funds are used. In fact, state and local governments are totally responsible for transportation project selection. While federal funds certainly come with a handful of requirements, it shouldn’t be misconstrued as a “command and control” situation.

The one credible aspect of your latest transportation-policy missive is that at least you refrain from joining the vocal minority calling for the federal government to devolve its transportation programs and force states to raise their own gas taxes.

David BauerAmerican Road & Transportation Builders AssociationWashington

When it comes to taxes, some members of the public are way ahead of certain members of Congress. Consider this April 16 letter to the editor of “The Washington Post” in response to an editorial “Drop in the Bucket” about the so-called “Buffet Rule,” taxes and the federal budget:

The basic problem in our country seems to be that too many people think taxes are inherently bad and raising taxes will hurt the economy. Never mind that, in the past, we’ve had much higher taxes along with a very good economy. What is needed is a good PR campaign for taxes. When you pay your taxes, you invest in America. Our taxes pay for schools, roads, bridges and dams, preserving natural resources, and various elements of safety: police, firemen, food, medicines and weather reports. They also fund our diplomacy with other countries.

We could do none of these things by ourselves. It’s a complicated world, which requires that we all work together and that our elected officials make sure that our taxes are spent both wisely and efficiently.

Nancy R. Turner, Gaithersburg, Md.

Letters to the Editor

Download a PDF copy of the digital “Washington Newsline.”

8 ARTBA Washington Newsline

Make a real impact this spring on the pending transportation bill by attending the ARTBA Federal Issues Program. Check out the full program of events for more information and register today!

Marriott Metro Center Hotel775 12th Street, N.W.Washington, D.C. 20002

Make your room reservations with the hotel directly by calling 1.877.212.5752. Ask for the ARTBA Federal Issues Program rate of $274 per night, which is guaranteed through April 30. Register: www.artbafederalissues.org

May 29 -31 ARTBA Federal

Issues Program & TCC Fly-In